Steam-engine.



PATENT-ED NOV. 3, 19.0s.

C. G. WORTHINGTON.

STEAM ENGINE.

APPLICATION EILED mm. 31, 1897. RENEWED APR. 14. 1903.

3 SHEETS-SHEET 1.

N0 MODEL.

:Rs c0, PHOTL'LLITHOE. WXSMMGTDN, o. a

No. 742,948. PATENTED NOV. 3, 1903 O. U. WORTHINGTON. STEAM ENGINE.

APPLICATION PLILED DEC. 31, 1897. RENEWED APR. 14. 1903.

N0 MODEL. 3 SHEETS-SHEET 2.

UNITED STATES Patented November 3, 1903..

CHARLES C. WORTI-IINGTON, OF IRVINGTON, NEW YORK.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 742,948, dated November3, 1903.

Application filed December 31, 1897. Renewed April 14, 1903. Serial No.152.624. (No model.)

To all whom, it may concern:

Be it known that I, CHARLES C. WORTHING- TON, a citizen of the UnitedStates, residing at Irvington, county of Westchester, and State of NewYork, have invented certain new and useful Improvements inSteam-Engines, fully described and represented in the followingspecification and the accompanying drawings, forming a part of the same.

The object of the present invention is t provide means for controllingthe length of the stroke in direct-acting engines operating at varyingspeeds, and especially to provide means for securing the full stroke ofthe pistons in such engines when the speed of the engine is reduced,although my invention may be applied also to prevent the engine makingtoo long a stroke in case of excessive speed.

A further object is to provide means controlled by the speed of theengine for admitting steam to the expansion cylinder or cylinders of amultiple-expansion engine in addition to the exhaust from thehigh-pressure cylinder or cylinders to aid in starting the engine whenstopped or, if desired, to aid in increasing the speed when the enginehas slowed down to a low speed.

In crank and fiy-wheel engines the stroke of the piston or pistons isnecessarily of the same length at whatever speed the engine is running;but in direct-acting engines, such as direct-acting pumping-engines, inwhich the motor-pistons are connected to .the rods which carry thecorresponding pump-plungers in such manner that the piston and plungerare free to move in either direction in accordance with the pressures onopposite sides, the length of stroke of the engine may be reduced whenthe speed of the engine is lessened and may be increased in case ofexcessive speed, with the resulting danger of the piston striking thecylinder-head unless a considerable steam cushion be used. I avoid theshort stroking of the engine by providing means for varying the pressureon one or both'sides of the piston or pistons during the latter part ofthe stroke, so as to increase the total effective pressure behind thepiston or pistons as the speed of the engine falls in such a manner asto get a full stroke of the engine when running at low speed,

and by similarly decreasing the total effective pressure behind thepiston or pistons as the speed of the engine rises I secure the samelength of stroke at normal speed and prevent too long a stroke in caseof excessive speed. While this feature of my invention is applicable tosingle engines, it is especially important in connection with that classof engines now well known as duplex direct-acting engines, in which theadmission steamvalves on each side are operated from the other side ofthe engine and the two pistons are timed differently, so that eachpiston during the latter part of its stroke shifts the valves on theopposite-side, and thus any variation in the length of the stroke isliable to interfere materially with the proper action of the engine. Thetotal efiective pressure upon the piston or pistons may be varied, bydiflerent means so as to secure the desired result and either by varyingthe Working pressure behind the piston or by varying thecushioning-pressure in front of the piston, or by both; but in duplexengines I preferably use a cross-exhaust pipe between the opposite sidesof the engine and control this so as to secure the result desired by thepassage of exhaust-steam from the high-pressure cylinder of one side ofthe engine to the low-pressure cylinder of the other. This result mayconveniently be secured by a valve controlling the cross-exhaust pipeand actuated or controlled by a speed-governor, so as to open thecrossexhaust pipe as the speed of the engine falls and gradually closethe cross-exhaust pipe as the speed rises. I may secure this result,however, by various other means- -as, for instance, in duplex engines byvarying by the speedgovernor the point in the stroke at which thepistons close the valves on the opposite side of the engine or insingle, duplex, or other engines employing cut-0d valves by connecting aspeed-governor to the cut-off valves, so as to shift the point ofcut-01f and continue to admit steam later in the stroke when the speedof the engine is low and to out off earlier as the speed rises. Insteadof thus varying the pressure behind the piston,

as by shifting dash relief-valves controlling the steam-cushion employedto stop the piston at the end of its stroke or otherwise varying thecushion so as to reduce the amount of cushion when the speed of theengine falls and increase the amount of cushion as the speed of theengine rises.

I also provide means controlled by the speed of the engine so thathigh-pressure steam is admitted to the expansion cylinder or cylindersof an expansion-engine to aid in starting the engine when stopped andthe admission of the high-pressure steam is-stopped when the engine isstarted or has reached a certain speed. This means may also be arrangedso as to thus admit high-pressure steam when the speed .is slow to aidin increasing thespeed of the engine; but it is preferably used forstarting the engine from a state of rest. This result may be securedconveniently and efficiently in any form of multipleexpansion engine byproviding connections for admitting high-pressure steam directly to theexpansion cylinder or cylinders and controlling this admission of steamby a valve operated or controlled by a speed-governor, so as to open thevalve for the admission of the steam to the expansion-cylinders when theengine is stopped and the main throttle opened to start, and the valveis closed again to prevent this admission of steam after the engine. isstarted or as the speed rises; but in duplex engines I preferably admitthis highpressu re steam to the cross-exhaust pipe of the engine andpreferably combine this feature of the admissionof high-pressure steamto the expansion cylinders with the control of the cross-exhaust, asabove described, so that when the throttle is opened the action of theexpansion-cylinders is aided not only by the cross-exhaust from theopposite side of the engine, but also by the admission of highpressuresteam to the cross-exhaust pipe, and 1 preferably arrange the valvescontrolling the admission of high-pressure steam and the cross-exhaustso that the former is open only when the engine is stopped or running ata very low rate of speed, while the latter is actuated gradually to stopor diminish the cross-exhaust as the engine attains a higher speed.

For a full understanding of the invention a detailed description of aconstruction embodying all the features of the same as applied in theirpreferred form in connection with a duplex direct-acting pumping-engineand of modified constructions for con trolling the stroke of a single orduplex engine by varying the point of cut-off and amount of cushion andof a duplex engine by varying the amount of lost motion in theconnections for operating the admission-valves will now be given,inconnection withthe accompanying drawings, forminga part of thisspecification, in which Figure 1 is a vertical section of a compoundduplex direct-acting pumping-engine of a common form, the section beingtaken between the steam-cylinders on opposite sides I in differentpositions.

on the line 1 of Fig. 2. of a portion of the same, on an enlarged scale,with the steam-cylinders removed. Fig. 3 is a detail of the valvecontrolling the admission of high-pressure steam. Figs. 4 and 5 aredetails of the lever and lost motion link through which the speed-governor controls the cross-exhaust valve, the parts beingshown Fig. 6is a side elevation of the steam end of an engine with a speed-governorapplied to shift the point of cut-off for controlling the stroke of thepiston. Fig. 7 is a detail vertical section through the steam -cylinderand valve-chamber. Fig. 8 is a plan view of a portion of the connectionsbetween the speed-governor and the cut-off lever. Fig. 9 is a viewsimilar to Fig. 6, showing the speed-governor applied to actuate thedash relief-valves for varying the amount of cushion. Fig. 10 is avertical detail section of the valvechamber and cylinder of Fig. 9. Fig.11 is a detail section on the line ll of Fig. 9. Fig. 12 is a viewsimilar to Fig. 9, showing a speed-governor applied to vary the lostmotion in the operating connections to the main valve and to actuate thedash reliefvalves for varying the amount of cushion. Fig. 13 is acentral vertical cross-section of the lost-motion connections, taken onthe line 13 of Fig. 14. Fig. 14 is a detail side elevation. of thelost-motion connections. Fig. 15 is a section on the line 15' of Fig.13. Fig. 16 is a similar view showing the parts in a different position.

Referring nowparticnlarly to Figs. 1 to 5, the invention is shown inthese figures as applied to a duplex directacting pumping-engine of awell-known class, with high and low pressure steam cylinders A B andwater-cylinders O on opposite sides, the high-pressure cylindersreceiving steam from the general induction or-supply pipe D throughbranch pipes D"D and the high-pressure cylinders A on the opposite sidesexhausting to the low-pressure cylinders through exhaust-pipes E E thelow-pressure cylinders exhausting through the exhaust-pipes F to thesuction or elsewhere, as desired, as usual in such constructions. Thepiston-rods a a on opposite sides of the engine are connected directlyto the plungers through the cross-heads b b, as

Fig. 2 is a plan view usual in such constructions, and the valvemovements for the high and low pressure cylinders are actuated from therespective crossheads through the levers m and crossover shafts n andlinks 0 (shown in dotted lines in in Fig. 1) or in any other suitablemanner, the valve-chambersof the steam-cylinders being shown as belowthe cylinders, although it will be understood that this is notessential.

Referring now to the features of the presentinvention as illustrated inconnection with the engine generally described above, the cross-exhaustpipe G,.which is arranged to connect the exhaust-pipes E E on oppositesides of the engine and shown as arranged in the mannerusual in suchduplex direct-acting engines, is provided with a valve-chamber 10,within which a valve 11 controls the cross-exhaust, this valve 11 beingshown as a balanced piston-valve of common form. The stem 12 of thisvalve 11 moves in a bracket 13 on the valve-chamber and is pressed in adirection tending to close the valve by coilspring 1, acting on anenlargement 2 on the stem 12 and bearing against a cap on the head ofthe bracket 13, which is preferably a screwcap for the convenientrenewal of the spring and adjustment of its tension. The outer end ofthe stem 12 is linked to a connecting-rod 14, which has at-its oppositeend a lost-motion link 15, with an adjusting-screw 3, by which theamount of lost motion may be varied to secure the desired action of thevalve 11. This lost-motion link 15 has a block connection with a slottedarm 16 on rock-shaft 17, which has another arm 18, so that the rockshaftand two arms form a bell-crank lever, the arm 18 being connected by link19 to the weighted lever 20 of a speed-governor H, which is shown as ofa common form fully described in United States Letters Patent No.

312,138 and well known under the name of the Mason pump-governor, asapplied to control the speed of pumps by operating on the main throttle,the piston 21 of the pumpgovernor engaging the lever 20, so as to raisethe latter against the resistance of the weight 22 when the engine isoperating at normalspeed, and the operating-arms 23 on opposite sides ofthe governor being connected by links 24 to the respective cross-heads bb", so that the governor'is actuated by the pistons on both sides of theduplex engine, as usual in ,pipe D with the cross-exhaust pipe G, as

shown in full lines in Figs. 1 and 2, and is preferably provided with athrottle-valve 9, by which the amount of steam admitted. through thispipe may be regulated by hand or the pipe closed at any time,if desired.This pipe 26 is provided with avalve-chamber 27,

within which a valve 28, shown as similar to the valve 10, controls thepassage of steam through the pipe 26 to the cross-exhaust pipe, the stem29 of this valve being mounted and spring-actuated in the same manner asin the case of the valve 10 and as shown in detail in Fig. 3, withbracket 30 and spring 1 acting between enlargement 2 and the cap on theend of the bracket, as previously described, the stem 29 being linked toconnecting-rod 31, having lostmotion link 32 and adjustingscrew 3, as inthe case of the lost-motion link 15, and this lost-motion link 32 hasablock connection with a second slotted arm 33 on rock-shaft 17, thegovernor 11 thus actuating both the valves 10 28 through the rock-shaft17 and connections previously described. This high-pressure-steamconnection may be made with the cross-exhaust pipe G, as abovedescribed, or in any other suitable manner, so as to supplyhigh-pressure steam to the lowpressure cylinders as desired; but theconnection with the cross-exhaust pipe is preferably used and both thehigh-pressuresteam connection and cross-exhaust pipe controlled by thespeed of the engine. In Fig. 2 I have shown in dotted lines the pipe 26as connecting with a pipe 3i, which extends between the eXhaust-pipes EF. on opposite sides, but is provided with check-valves 4 at oppositesides of the connection with the pipe 26, each of these check-valvesopening toward the exhaust-pipe next which it is placed, so that steamwill pass from the pipe 26 to both the exhaust-pipes E E through thesecheckvalves, but no steam can pass backward from either of theexhaust-pipes through its adjacent check-valve, with'the result thatthere is no cross-exhaust through the pipe 34:.

The operation of the construction shown in Figs. 1 to 5 will beunderstood from a brief statement, in connection with the drawings andabove description. The parts are shown in Figs. 1 to 4 in the positionthey'occupy when the engine is stopped or running at a low speed, atwhich itis desired that both the valves 11 28 shall be open, theweighted lever 20 of the pump-governor H having been rocked on thedescent of the piston 21 as the engine slowed down, so as to move thelink 19 upward, and thus through the arm 18, rock-shaft 17, and slottedarms 16 33 move the blocks carried thereby in the lost-motion links 1532, so as to take up the lost motion and by engagement with the screws 3move the connecting-rods 14 31 toward the right in the drawings, andthus open the respective valves 11 28 against the pressure of springs 1,which tend to close the valves. The parts are preferably arranged sothat the cross-exhaust valve 11 opens to permit the cross-exhaust or toincrease the cross-exhaust as the speed decreases and before the valve28 opens, and the valve 28 is not opened until the engine is running ata quite low speed or practically stopped. It will be understood,however, that this action may readily be varied and will depend upon therunning conditions of the engine and result desired. Assume now that theengine is stopped and the parts in the position shown in Figs. 1 to 4and the engine is to be started. The steam is admitted to thehigh-pressure cylinders A through the general induction pipe D andbranch pipes DD and the valve 11 being wide open full cross-exhaust ispermitted from one side of the engine to the other, so that exhauststeampasses directly through the cross-exhaust pipe G to the low-pressurecylinder B on the opposite side of the engine as each of thehigh-pressure cylinders A exhausts,which is about two-thirds stroke ofthe piston in the low-pressure cylinder on the opposite side, so

that this cross-exhaust acts on the piston in the low-pressure cylinderduring the latter part of its stroke, and thus aids in securing fullstroke of the pistons and plunger on that side of the engine, the actionbeing the same on each side of the engine and the cross-ex- :o haustpassing alternately in one direction or I5 is admitted through the pipe26 to the crossexhaust pipe G, and thus to the exhaust-pipes E E and tothe low-pressure cylinders, this admission being constant throughout thestroke,so that this high-pressu re steam aids in actuating thelow-pressure pistons throughout the entire stroke,beiug aided in thelatter part of the stroke by the cross-exhaust from the high-pressurecylinders, as above described. As the engine is started and its speedincreases the weighted lever 20 of the speedgovernor H is raised by thepiston 21 and through the link 19, arm 18, and rock-shaft 17 moves theslotted arm 16 33 to the left in the figures, so as to move the blockscarried 0 by these arms to the left in the figures, and

thus permit the connecting-rods 14 31 and valve-stems 12 29 to be movedto the left by the springs -1, and thus gradually close the valves 1128, the parts preferably being con- 5 structed and adjusted so that thevalve 28 closes immediately after the engine starts to shut ofi thehigh-pressure steam, while the valve 11 closes later and gradually toout off or decrease the amount of cross-exhaust, al-

0 though it will be understood that the valves may be arranged to actotherwise, if desired. By so arranging the cross-exhaust valve 11 thatit shall be partially open and permit some cr0ss-exhaust at the normalspeed of 5 the engine the stroke may be controlled so as to prevent thepiston making too long a stroke in case of excessive speed, the speedgovernor then operating through the valve 11 to further. reduce orentirely stop the crossexhaust, so that the pressure behind the pistonsduring the latter part of the stroke is reduced and overstroke of thepistons prevented. As shown in Figs. 4 and 5, the arm 16 moves to theleft after the valve 11 is closed, so that the block carried by theslotted arm 16 moves away from the screw 3, securing lost motion betweenthe block and screw on the return movement of the arm 16 as the engineagain slows down, so that the connecting-rod 14 and valve 11 are notactuated by the engagement of the block on arm 16 with the screw 3 untilafter this lost motion has been taken up. By the adjustment of thescrew3 the amount of lost motion may be varied, so that the valve 11will be opened wide and closed wholly or partially at any desired-speedof the engine as the speed of the latter is decreased or increased. Thesame action and adjustment of the lost-motion link exist in connectionwith the two valves except that, as above stated, the valve 28preferably closes at once on starting the engine or at a very slowspeed, while the Valve 11 may be arranged so as to en'tirely close thecrossexhaust at normal speed or simply to decrease and increase thecrossexhaust.

The action of the construction is exactly the same as above describedwhen the pipe 26 is connected as shown in dotted lines in Fig. 2, exceptthat the high-pressure steam does not enter the,low-pressure cylindersthrough the cross-exhaust pipe G.

Referring now to Figs.6 to 8, in which means are shown for controllingthe stroke of the engine by varying the point of cut olf in accordancewith the speed of the engine, the invention is shown as applied inconnection with a single steam-cylinder of a direct-acting engine, whichis shown as the steam-cylinder on one side of'a duplex engine, but whichmaybe a duplex direct-acting pump- .ing-engiue, such as shown in Figs. 1and 2, or

of any other suitable construction of directacting engine, either singleor duplex and either a high-pressure orexpansiou cylinder. In thisconstruction the steam-cylinder A is provided with an oscillatinginduction-valve c and oscillating cut-01f valves d, controlling theadmission of steam from the inductionpipe D through theinduction-portsc,the valve 0 controlling also the exhaust from the cylinder A throughthe exhaust-ports f and exhaust-cove g. The parts are shown in theposition they occupy, with the steam-piston it just about to commenceits stroke to the right, the induction-valve c and cut-off valve d beingin position to open the induction-port e at the left of the cylinder.The valve 0 is shown as actuated through the usual crank 35 on the stem,link 36, and arm 37 of the crossovershaft 38, and the cut-off valvesthrough cranks 39, links 40, lever 41, and link 42, connecting the lever41 to the cross-head 43 on piston-rod a, so that the induction-valvesare operated by the opposite side of the engine and the cut-0E valves bytheir own side, as usual in such constructions. The construction shownand above described is well known and may be varied as desired, beingselected only as a convenient construction for illustrating theapplication of the present invention.

Referring now to the features embodying the present invention, the lever41, through which the cut-off valves are actuated, has avertically-movable pivot, being mounted in a block 44, slidingvertically in guides 45 on the cylinder A, and this block 44 isconnected by a link 46 to one arm of a bell-crank lever 47, the otherarm of which is connected by a link 48 to the bell-crank lever 49 of aMason pumpgovernor H, the weighted arm of this speedgovernor forming onearm of the bell-crank lever 49 and being raised by the piston of thespeed-governor as the speed of the engine increases and lowered by theweight as the piston of the speed-governor falls as the engine slowsdown. The operating-arm 51 of the speed-governor H is shown as actuatedfrom the lever 41 through a link 52.

The operation of the construction is as follows: Assuming that theengine is running at normal speed, as shown in the drawings, as thespeed of the engine decreases the piston of the speed-governor H islowered, thus permitting the weighted arm of the bellcrank lever 49 tofall, which, through the link 48, bell crank lever 47, and link 46,moves the block 44 downward in the guides 45, and thus lowers the lever41. This lowering of the lever 41, through the links 40, swings thecrank-arms 39 of the cut-off valves d of the cylinder A so as to movethe cut-off valves d into a position in which the steam will be cut ofilater in the stroke by the action of the lever 41, operated fromcross-head 43 through link 42, with the result that the steam isadmitted later in the stroke and a full stroke of the piston stillsecured as the speed of the engine decreases. If the engine is stopped,the weighted lever 49 holds the block 44 in its lower position, so thatthe cut-0E valves will operate to cut off late in the stroke when theengine is again started, or, if de sired, the parts may be constructedand arranged so that there will be no cut-oft on starting and the cut-0Esecured only as the speed of the engine increases. When the speed of theengine again rises, the piston of the speed-governor H is raised andlifts the weighted arm of the bell-crank lever 49, and thus, through thelink 48, bell-crank lever 47, and link 46, raises the block 44 in guides45, so as to move the lever 41 upward, which movement of the lever 41,through the links 40, swings the crank-arms 39 and moves the cut-offvalves d into position to secure an earlier cut 05, the point of cut offbeing arranged as desired by the construction or adjustment of' theparts and the lever 41 being held in position for the desired out 01f inaccordance with the speed of the engine by the piston of thespeed'governor H holding the weighted arm of the bell-crank lever 49.The proper stroke at normal or excessive speed is thus secured.

In Figs. 9 to 11 I have shown a construction in which a speed-governoris applied to secure the desired result of a full stroke at low speed bydecreasing the pressure on the forward side of the steam-piston at theend of the stroke and to prevent an overstroke by increasing thispressure instead of increasing and decreasing the pressure behind thepiston, this result being secured by shitting the dash relief-valves, soas to vary the steam-cushion in accordance with the speed of the engine.The construction and arrangement of the steam-cylinder, its main valveand valve movement are substantially the same as shown in Figs. 6 to 8,except that the valve is at the upper side instead of the lower side ofthe steam-cylinder, and the valve-movement levers are variedaccordingly. The same references will therefore be used in Figs. 9 to 11for parts corresponding to those shown in Figs. 6 to 8. The parts inFigs. 9 to 11 are shown in slightly-difierent position from that shownin Figs. 6 to 8 for the purpose of illustrating the action of the dashrelief-valves, the valves being shown in the position they occupy justas the piston h is completing its stroke and before the induction-valvec is shifted to reverse the stroke. In this construction the usualrelief-ports i are used, connecting the induction and exhaust ports 6 fat opposite ends of the cylinder, so that the gradual passage of thesteam from the cushion through the inner end of the induction-port e tothe exhaust-port f, and thus to exhaust through the cove g, will bepermitted at the end of the stroke after the piston it has closed theinner end of the exhaust-port for cushioning the piston by the steamretained between the inner end of the exhaust-port and the head of thecylinder. The dash relief-valves k are shown as plugvalves, controllingthe ports t and provided at their outer ends with slots 5, entered byone arm of bell-crank levers 6, mounted at the top of the cylinder, theother arms of which bell-crank levers outside the valvechamber areconnected by links 53 to the bell-crank lever 49, one arm of which isthe weighted arm of the speed-governor H. The operating-arm 51 of thespeed-governor H in this construction is connected by link 52 to arm 54on one of the crossover-shafts of the valve-motion, so as to be actuatedthereby. The operation of this construction is as follows: With the pumprunning at normal speed, as shown in the drawings, the weighted arm ofthe bell-crank lever 49 is held in its raised position by the piston ofthe speedgovernor H, and through the link 53 and bellcrank levers 6 hasmoved the dash reliefvalves is inward and now holds them in position toclose or nearly close the relief-ports i, so that the normal cushiondesired and for which the parts are constructed or adjusted is secured.As the speed of the engine decreases the weighted arm of the bell-cranklever 49 falls, as permitted by the descent of the piston of thespeed-governor H, and thus moves the link 53 to the right in thedrawings and through the bell-crank levers 6 draws the valves outward,so as to open the relief-ports i, and thus permit the steam in front ofthe piston at the end of the stroke to IIO pass more freely through therelief-ports t,

and thus decrease to the extent desired the cushioning of the piston, sothat the full stroke of the piston will be secured at slow speed withoutincreasing the pressure behind the piston, and the closing of therelief-ports by excessive speed will prevent overstroke.

In Figs. 12 to 16 I have shown a construction in which the connectionsfor operating the main valve on opposite sides of the pump arecontrolled by a speed-governor, so that; the amount of lost motionbetween the piston on one side and the valve on the opposite 1 side isvaried in accordance with the speed; of the pump, this constructionbeing shown as employing also means by which the dash relief-valves areshifted by the speed-governor, as illustrated in Figs. 9 to 11 anddescribed above, although it will be understood that the means forvarying the amount of lost motion in the connections to the main valvemay be used alone, if desired. The lost-motion device thus controlled bythe speed-governor may be of any suitable form; but that illustrated,with the connections thereto, is as follows: The link 36 between thecrank 35 of valve 0 and the arm 37 on crossover rock-shaft 38 is brokenand the two parts pivotally connected to a lever 55,

which is pivoted on a block 7, mounted to:

slide horizontally in a frame 56, rising from the engine-cradle. Theframe 56 is divided longitudinally of the line of movement of the block7, and between the two parts of the frame and mounted to slidevertically therein is a stop-block 57, formed on its under side intoforks 8 with inclined surfaces, which providean opening enlarginggradually downward and positioned to act as stops to engage the stud 9in block 7, which forms the pivot of lever 55, and thus limit themovement of the block 7 and pivot of lever. 55 in either direction, moreor less horizontal i movement of the block 7 being permitted, accordingto the vertical position of the stopblock 57. a link 68 to a bell-cranklever 69, which is connected by a link 70 to the weighted bellcranklever 49 of the speed-governor H, and i this bell-crank lever 49 carriesalso another arm 71, which is connected by a link 72 to a tween thepiston A on one side and the valve 0 on the opposite side of the engineare less, and

the parts may be so arranged that there is no lost motion at this time;but preferably a small amount of lost motion is used at this normal highspeed, so that by the reduction of this lost motion the stroke of theengine may be controlled and an overstroke prevented by reducingsomewhat the amount of lost motion. As illustrated in the drawings, theengine is operating at high speed with no lost motion in the connectionsbetween the arm 37 and the valve 0, the stop-block 57 being in its Thestop-block 57 is connected by 1 lower position, as shownin Figs. 13 to15, so that the stud 9 is at the upper end of the ta pering recessbetween the forks 8' and the block 7 and held by such engagement againsthorizontal movement, the block 57 having been moved into and being heldin this lowered position by the raising of the weighted arm ofbell-crank lever 49 by the piston of the speedgovernor H. The pivot oflever 55, therefore, does not move horizontally, as the arm 37 acts uponit through link 36; but the movement of arm 37 is transmitted directlyto crank 35 of valve 0 by links 36 and lever 55 as though the latterwere mounted on a permanently-fixed pivot. In this position of the partsthe bell-crank lever 49 has also moved the dash relief-valves h inward,so as to close or nearly close the dash reliefports 2' and maintain alarge cushion in the cylinder A. If new the speed of the enginedecreases and the steam-valves c on opposite sides are operated atthesame point in the stroke of the piston on the opposite side to closethe valves and shut 0d the steam from behind the pistons hand the samelarge steamcushion is maintained, the stroke of the engine is liable tobe shortened. This shortening of the'stroke as the speed of the enginedecreases is avoided, as illustrated in this construction, first, bycausing or increasing lost motion betweenthe pistons and steamvalvesoperated thereby, so as to close the valves and shut off the steambehind the pistons later in the stroke, thus increasing the pressurebehind the pistons during the latter part of the stroke, and, second, byreducing the amount of cushion in front of the pistons by withdrawingthe dash relief-valves k to open the relief-ports 1} and permit a freerescape of the steam from the cushion. These results are secured asfollows: As the piston of speed-governor H is lowered as the speed ofthe engine decreases the weighted arm of bell-crank lever 49 falls, andthus through the link 70, bell-crank lever69, and link 68 graduallyraises the stop-block 57 from the position shown in Figs. 1 2 to 15, soas to increase the width of the opening between the forks 8 opposite thestud 9 and permit the block 7 to move horizontallyrmore and more as thestop-block 57is raised. In the position of the stop-block 57, as shownin Fig. 16, a considerable amount of lost motion is secured, the firstaction of the arm 37 as it moves in either direction operating to shiftthe block 7 sidewise in the frame 56 before the movement of the arm 37is transmitted through the lever 55 to the crank 35, crank 35 and valve0 being actuated only after the block 7 has been stopped by theengagement of the stud 9 with one or the other of the arms 8. Theposition shown in Fig. 16 is that in which the block 7 has been moved tothe left by the movement of the arm 37, to the right in Fig. 12, thelost motion having been taken up, so that the valve 0 is about to beshifted. This movement of the bell-crank lever 49 as its weighted It isobvious that all of the means above described for varying the relativepressures on the opposite sides of the piston to control the stroke ofthe engine by its speed may be used in a single construction, exceptthat means for varying the lost motion in the connections to the mainvalve will not be used on a cylinder with separate cut-off, as in theconstruction shown in Figs. 6 to-8. \Vith this exception, however, allthe means above described may be combined in a single engine and withadvantage under some circumstances, and, of course, the means for admitting high-pressure steam to the low-pressure cylinders for startingor increasing the speed of the engine may be used in such aconstruction. Instead of using all the means above described any two ormore can be combined,

and the various combinations of such means require no furtherillustration in view of the combinations shown in Figs. 1 to 5 and Fig.12, from which suitable connections for any combination of means desiredmay readily be devised by those skilled in the art, employing either asingle speed-governor or a plurality of speed-governors, as may be foundmost convenient. In the case of duplex engines a single speed-governormay be used for operating the admission, cut-off, or dash relief valvesof both sides or a speed-governor for each side.

"While I have illustrated the preferred methods of varying the totaleffective pressure on the piston in carrying out my invention, it willbe understood that my invention, considered broadly, is not to belimited to constructions for carrying out my invention by any ofthesemethods, but that I may apply the invention in connection withother means for varying the total effective pressure on the piston tocontrol the stroke of the engine. I preferably use a speed-governor andconnections of the form shown, especially in connection with duplexengines; but it will be understood that other means may be used forsecuring the desired control of the valves or other moving parts throughwhich the pressure on the piston is controlled.

While the two features of varying the pres-- sure on the piston tocontrol the stroke by the speed is preferably combined with the featureof admitting high-pressure steam to the low-pressure cylinder orcylinders to aid in starting the engine or in running at low speeds, itwill be understood that these features may be used separately and inthemselves form parts of the invention, although the invention includesalso certain combinations of. parts in constructions embodying boththese features.

The feature of admitting high-pressure steam to the low-pressurecylinder or cylinders to aid in starting the engine or running at lowspeeds and controlling the admission of high-pressure steam by the speedof the engine may be applied to engines of other classes thandirect-acting engines, and such constructions are included within thisfeature of the invention, considered broadly.

What I claim is- 1. The combination with a direct-acting engine anddevices for varying the total effective pressure behind the pistonduring the stroke, of means for controlling the action of said devicesby the speed of the engine to control the length of the stroke,substantially as described.

2. The combination with adirect-acting engine and devices for varyingthe total effect ive pressure behind the piston during the stroke, of aspeed-governor operated by the engine and connections for controllingthe action of said devices by the speed-governor to control the lengthof the stroke, substantially as described.

3. The combination with a direct-acting engine and devices for varyingthe pressure on one. or both sides of the piston during the stroke, of aspeed-governor and connections for controlling said devices to vary thepressure on one or both sides of the piston at the end of the stroke tocontrol the length of the stroke, substantially as described.

4. The combination with a direct-acting engine and devices for varyingthe total effective pressure behind the piston during the stroke, ofmeans for controlling the action of said devices by the speed of theengine in such a manner as to obtain a higher total effective pressurebehind the piston when the engine is running at low speeds to secure thefull stroke of the piston, substantially as described.

5. The combination with two direct-acting cylinders, and means foractuating the valves ofeach cylinder from the piston of the othercylinder, of devices for varying the total effective pressure behind thepistons during the stroke, and means for controlling the action of saiddevices by the speed of the engine to control the length of the stroke,substantially as described.

6. The combination with two direct-acting cylinders, and means foractuating the valves of each cylinder from the piston of the othercylinder, of devices for varying the total effective pressure behind thepistons during the pistons during the stroke, and means for controllingthe action of said devices by the speed of the engine to control thelength of the stroke, substantially as described.

8. The combination with a duplex directacting engine having means forreversing the valves on each side of the engine by the piston of theopposite side during the'latter part of the stroke of said piston, ofdevices for varying the total effective pressure behind the pistonsduring the stroke, and means for controlling the action of said devicesby the speed of the engine in such a manner as to obtain a higher totaleffective pressure behind the pistons when the engine is running at lowspeeds to secure the full stroke of the pistons, substantially asdescribed. I

9. The combination with a duplex directacting multiple-expansion engine,of crossexhaust connections between the opposite sides of the engine,and means for controlling the cross-exhaust connections by the speed ofthe engine to open the cross-exhaust as the speed of the engine fallsand open the cross-exhaust as the speed of the engine rises,substantially as described.

10. The combination with a direct-acting multiple-expansionduplex-engine, of a crossexhaust pipe connecting the opposite sides ofthe engine, a valve controlling the cross-exhaust and means controlledby the speed of the engine for controlling said valve to open thecross-exhaust as the speed of the engine falls and close thecross-exhaust as the speed of the engine rises, substantially asdescribed.

11. The combination with a multiple-ex'pansion direct-acting duplexengine, of a crossexhaust pipe connecting the opposite sides of theengine, a valve controlling the cross-exhaust, a speed-governor operatedby the engine, and adjustable connections between said speed-governorand the valve for opening the valve at the desired point as the speed ofthe engine falls and closing the valve at the desired point as the speedof the engine rises substantially as described.

12. The combination with a m ultiple-expansion direct-acting duplexengine, of a crossexhaust pipe connecting the opposite sides of theengine, a valve controlling the cross-ex haust, a spring tending toclose said valve, a speed-governor operated by the engine, and

lost-motion connections between said speedgovernor and valve for openingthe valve against the spring-pressure as the speed of the engine fallsand permitting the spring to close the valve as the speed of the enginerises, substantially as described.

13. The combination with ,a direct-acting engine and avalve controllingthe admission .Of the motor fluid, of means for closing said valvebefore the piston has reached the end of itsstroke and controlled by thespeed of the engine to vary the point in the stroke at which the valveis closed to control the length of the stroke, substantially asdescribed.

14. The combination with a direct-acting engine and a valve for controlling the motor fluid, of means including lost-motion connections foractuating said valve, and meansfor varying the amount of lost motion inaccordance With the speed of the engine, substantially as described.

15. The combination with two direct-acting cylindersand connections foroperating the valve of each cylinder by the piston of the othercylinder, of means controlled by the speed of the engine for varying thepoint of the stroke at which the valves are closed, substantially asdescribed.

16. The combination with two direct-acting cylinders and lost-motionconnections for actuating the valve of each cylinder from the piston ofthe other cylinder, of means controlled by the speed of the engine forvarying the amount of lost motion, substantially as described.

17. The combination with a duplex directacting engine and itslost-motion connections for operating the valves of ,each side from thepiston on the opposite side, of a speedgovernor operated by the engine,and connections controlled by said speed-governor for increasing theamount of lost motion as the speed of the engine falls and decreasingthe amount of lost motion as the speed of the engine rises,substantially as described.

18. The combination with a direct-acting engine, its admission andseparate cut-off valves, of means controlled by the speed of the enginefor varying the point of cut-ofi to control the length of the stroke,substantially as described.

19. The combination with two direct-acting cylinders and their valves,and connections for operating the valves of each for admission by thepiston of the other cylinder and for cut-off by the piston of their owncylinder, of means controlled by the speed of the engine for varying thepoint of cut-off to control the length of the stroke, substantially asdescribed.

20. The combination with a direct-acting engine, and its steam-cushionedpiston, of means controlled by the speed of the engine to control thelength of the stroke for varying the amount of cushion, substantially asdescribed.

21. The combination with a direct-acting engine and its steam-cushionedpiston, of means controlled by the speed of the engine for decreasingthe cushion as the speed of the engine falls and increasing the cushionas the speed of the engine rises to control the length of the stroke,substantially as described.

22. The combination with .a direct-acting engine and its dashrelief-valves, of a speedgovernor operated by the engine, andconnections for controlling said dash relief-valves by thespeed-governor to decrease the cushion as the speed of the engine fallsand increase the cushion as the speed of the engine rises, substantiallyas described.

23. The combination with a multiple-expansion direct-acting engine anddevices for varying the total efiective pressure behind the pistonduring the stroke, of means for controlling the action of said devicesby the speed of the engine to control the length of the stroke,connections for supplying highpressure steam to the lower-pressurecylinder or cylinders, and means for controlling said connections by thespeed of the engine to admit the high-pressure steam to thelowerpressure cylinder or cylinders to aid in starting the engine orrunning at a low speed and shut ofl said high-pressure steam when thespeed of the engine reaches a certain point, substantially as described.

24. The combination with a duplex dire'ctacting multiple-expansionengine, of crossexhaust connections between the opposite sides of theengine, means for controlling the cross-exhaust by the speed of theengine to increase the cross-exhaust as the speed of the engine fallsand decrease the cross-exhaust as the speed of the engine rises,connections for supplying high -.-pressure steam to the lower-pressurecylinders, and means for controlling said connections by the speed ofthe engine to admit such steam as the speed of the engine falls and shutoff such steam as the speed of the engine rises, substantially asdescribed.

25. The combination with a duplex directacting multiple-expansionengine, of crossexhaust connections between the opposite sides of theengine, means for controlling the cross-exhaust by the speed of theengine to increase the cross-exhaust as the speed of the engine fallsand decrease the cross-exhaust asthe speed of the engine rises,connections for supplying high-pressure steam to the crossexhaustconnections, and means for controlling said connections by the speed ofthe engineto admit such steam to the cross-exhaust connections as thespeed of the engine falls and shut off such steam as the speed of theengine rises, substantially as described.

26. The combination with a multiple-expansion engine,of connections forsupplying highpressure steam to the lower-pressure cylinder orcylinders, and means for controlling said high-pressure steam by thespeed of the engine to admit the steam to the lower-pressure cylinder orcylinders in starting the engine and shutting ofi said high-pressuresteam when the speed of the engine reaches a certain point,substantially as described.

27. The combination with a multiple-expansion engine, of a pipe foradmitting high-pres sure steam to the lower-pressure cylinder orcylinders, a valve controlling the passage of the high-pressure steamthrough said pipe, a speed-governor operated by the engine, and meanscontrolled by said speed-governor for opening said valve as the speed ofthe engine falls and closing said valve as the speed of the enginerises, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

CHARLES C. WORTHINGTON. Witnesses:

LOUIS R. ALBERGER, B. W. PIERSON.

